The Porsche Type 993, part 4

The GT2 is best described as the race variant of the Turbo. For weight saving reasons the 4WD was deleted. The interior is similar to the Carrera RS. The fenders of the Turbo have been cut and replaced with bolt-on plastic pieces in order to accommodate large racing tires and to ease the repair of damages to the fenders often occurring in racing.

Until 1997, the GT2 had almost the same engine as the Turbo, but delivering 430 hp (DIN). In the last year (model year 1998) output was raised to 450 hp (DIN) and twin ignition was added.

The many racing variants have different engine set-ups depending on the applicable racing series. Power output came as high as 600 bph in a "Evo" version designed for the GT1-series, which was ultimately replaced by the mid-engine 911 GT1.

In Porsche terms, 'Speedster' stands for a Convertible with lowered roof and windshield and a rather spartanic interior.

In contrast to the G-model and the 964, Porsche never officially released a 993 Speedster. However, two were built by the factory: a dark green Speedster equipped with Tiptronic S and 17 inch wheels for Ferdinand Alexander Porsche (his 60th anniversary) in 1995 and another wide-body, silver Speedster with manual transmission and 18 inch wheels for American TV star Jerry Seinfeld in 1998.

After the 3.3 liter G-model Turbo convertible (1987-89), Porsche never officially offered an air-cooled Turbo convertible again. However, in 1995 14 993 Turbo Cabriolets were sold before the introduction of the 993 Turbo coupe. They featured the 360 hp (DIN) single-turbo engine of the 964 Turbo 3.6, a 5-speed manual transmission and the wing of the 964 Turbo 3.6. This required a premium of DM 89,500 (or plus 62%) over the standard 993 Cabriolet's price.

The Porsche Type 993, part 3

The 993 Turbo coupe was released in 1995. It featured a new and widely acclaimed turbocharged engine displacing 3.6 liters. Twin turbochargers and air-to-air intercoolers, electronic engine management, redesigned cylinder heads and other modified engine internals were used. The 993 Turbo was the first Porsche Turbo with all wheel drive. The electronic engine management helped the Turbo to achieve fuel efficiency far superior to any of the previous production Turbos. In connection with two catalytic converters and an on-board-diagnostics-system including four oxygen-sensors, it also made the 993 Turbo the cleanest sports car at its time. The Turbo's bodyshell differs from the Carrera body by widened rear wheel arches (approximately 6 cm), redesigned front and rear bumper moldings, and a fixed rear wing housing the intercoolers. New 18 inch alloy wheels with weight-reducing hollow spokes were standard.

During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. Ultimately 183 pieces were sold. The Turbo S is a fully loaded Turbo including a power upgrade to 424 hp (SAE) for the American market and to 450 hp (DIN) in other markets. The inclusion of every thinkable amenity including carbon fiber decoration in the interior makes it different to the earlier lightweight, spartanic 964 Turbo S. The 993 Turbo S is easily recognized by yellow brake calipers, a slightly larger wing, a 4-pipe exhaust and air scoops behind the doors. This was the last of the air-cooled turbos; there was no 911 turbo in 1998.

The Carrera 4 S (1996) and later Carrera S (1997) shared the Turbo model's bodyshell, but housed the naturally aspirated Carrera engine in the rear. The 4S came with four wheel drive, and retained the Turbo model's larger brake discs with the characteristic red callipers. It could be described as a "Turbo without the turbochargers and rear wing", whereas the S was in all aspects a standard Carrera underneath (the wider rear fenders were compensated with 31 mm wheel spacers). Both S models had slightly lowered suspension compared to standard Carrera models. The wide body is widely acclaimed for its rear looks, but creates more aerodynamic drag, leading to slightly lower top speeds compared to the narrower siblings (about 5 km/h).

In particular, the Carrera 4S is a popular car. It has much in common with the 30th anniversary-model of the Porsche 964, a naturally aspirated, 4WD Carrera 4 in a Turbo bodyshell. The success of that car caused Porsche to build more than the 911 cars originally planned. After the 993, Porsche continued this model with the 996 Carrera 4 S, again a "Turbo without turbochargers and rear wing".

The Carrera RS is a no-compromise lightweight variant of the Carrera. It features a naturally aspirated 3.8 liter engine with 300 hp (DIN). On the outside, it is easily distinguishable by a special non-retractable rear wing, small front flaps and 3-piece 18 inch aluminum wheels. A closer look would reveal that the headlight washers were deleted for weight saving reasons. Inside the rear seats were deleted, and special racing seats and spartan door cards were installed. Sound proofing was reduced to a minimum.

There exists further RS variants, in particular a track-oriented Carrera RS Clubsport with only limited road usability. The Clubsport has a welded roll cage, and certain comfort features deleted, such as carpets, power windows, a/c and radio. It carries a larger rear wing and deeper chin spoiler.

The Carrera RS was produced in model year 1995 and 1996. It was street legal in European and many other countries, but was not exported to the US. As with the low-quantity RS variants of previous 911 types, owners sometimes attempt to turn their Carreras into RS clones due to the high market value of the RS (in European markets, a well maintained RS could easily achieve a 50 per cent premium over a standard Carrera; list prices showed a 15 per cent premium).

The Porsche Type 993, part 2

The Carrera resembles the "base model" of the 993. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system featuring now two catalytic converters. In contrast to the 964, Porsche deleted the "2" from the "Carrera" name tag.

The option list of the 993 Carrera (and most other variants) was very long and offered the possibility to configure highly individualized cars: it included up to five different sets of wheels, various suspension set-ups, at least three different seat styles (comfort, sport, racing), uncountable upholstery options including the possibility to have almost any interior element of the car covered with leather, wood or carbon, and various hifi-systems including digital sound processing. Further, Porsche offered to paint the car in any color the customer chose. Even more, the Tequipment- and Exclusive-Programs added further options and built to order almost any specific wishes of customers such as special consoles or even fax-machines or bright yellow interior upholstery.

The Cabriolet, introduced 1995, features a fully electrical softtop reinforced with metal sheets and an automatic windblocker.

Both versions were available with all wheel drive under the tag 'Carrera 4'. From outside the Carrera 4 is distinguishable by clear front turn markers and rear red markers (each instead of orange). The brake calipers are painted silver as is the 'Carrera 4' badge on the hood. The center wheelcaps carry the Carrera 4 logo instead of the Porsche crest.

In contrast to most of the following other variants, production of the Carrera Coupe and Cabriolet ceased in 1997 with the end of model year 1997, except for a very few produced in a shortened 1998 model year.

The Targa version of the 993 was introduced in model year 1996 and saw the debut of a retractable glass roof, a design continued on the 996 and 997 Targa. The glass roof would retract underneath the rear window revealing a large opening. A shade was there to help prevent the greenhouse effect of the closed roof. This system was a complete redesign, as previous Targa models had a removable roof section and a wide B-pillar functioning as a roll bar. The new glass roof design allowed the 993 Targa to retain the same side-on profile as the other 911 Carrera variants and finished with the inconvenience of storing the removed top of the old system. The Targa has the body of the Cabriolet with the Targa glass roof replacing the fabric roof.

The Targa was equipped with distinctive 2-piece 17 inch wheels, which could be ordered as an option on all cars not having standard 18 inch wheels. These distinctive split rim wheels for the 993 Targa where actually much heavier than normal in order to offset the extra weight of the Targa roof, to balance the center of gravity.

A classic limited production vehicle.

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The Porsche Type 993, part 1

The Porsche Type 993, or simply 993 (nine-nine-three or nine-ninety-three), was the version of Porsche's 911 model produced from late 1993 through early 1998, replacing the 964. Its discontinuation marked the end of air-cooled Porsches, giving it a special place in the hearts and minds of enthusiasts.

As before, Porsche made several variants of the 911 to satisfy every driver. The Carrera was reliable, safe and fast, and was the sports car you could use every day; the Carrera Cabriolet and Targa were ideal for sporty cruising; the 180mph Turbo and Turbo S were supremely quick; and the uncompromising Carrera RS and GT2 were race-oriented.

One of the most noteworthy changes in the 993 over all preceding 911s is the implementation of an all-alloy multi-arm rear suspension attached to an all-alloy subframe. Its design was derived from the project 989, a four door sedan which never went into production, and was later continued in the 993's successor, type 996. It required the mentioned widening of the rear wheel arches, which itself leant to the 993's new-found stability. This suspension improved the 993s cornering abilities, making it more direct and more stable and helping to reduce the infamous tendency to oversteer if throttle was lifted during hard cornering found in earlier 911s. It even contributed to reduced interior noise.

The 993 was the first generation of 911s to have a standard 6-speed manual transmission — previous cars, except for the exotic Porsche 959, had 4- or 5-speed gearboxes. As the 993 was capable of speeds exceeding 270 km/h, a sixth gear became necessary in order to cover this speed range. In virtually every situation, it was possible to keep the engine in its best torque range above 4500 rpm. The Carrera / Carrera S / Cabriolet and Targa models (2WD) were further available with a "Tiptronic" 4-speed automatic transmission, first introduced in the 964. Beginning with model year 1995, Porsche offered the advanced Tiptronic S with additional steering wheel mounted controls and refined software for smoother, quicker shifts. Since the 993's introduction the tiptronic is capable of recognizing climbs and descents.

Further, the 993s optional all wheel drive system was refined over that of the 964. Porsche departed from the 964's setup consisting of three differentials and revised the system based on the layout from their 959 supercar, replacing the center differential with a viscous coupling unit. In conjunction with the 993s redesigned and recalibrated suspension, this system vastly improved handling characteristics and still retained the stability offered by AWD without having to suffer any compromises in understeer. Its simpler layout even reduced the system's weight. The advantages of this concept were reason enough for Porsche to retain it in all succeeding 911s with AWD.

Other improvements include a new dual-flow exhaust, larger brakes with drilled discs, a revised power steering, etc.

The Porsche 964, part 2

The Speedster, a low-roof convertible version of the 964, returned in October 1992. Based on the Carrera 2, the Speedster was available either in standard or in lightweight, Clubsport trim. Unlike its predecessor, the 911 Speedster, the 964 Speedster was not available with the "Turbo-Look" wider rear arches. As a result, the sales of the 964 edition were disappointing: only 925 units were built in two years, vs 2065 for the previous generation, including 1984 "Turbo-Look". Still, 20 very exclusive "Turbo-Look" units were made as special orders.

Porsche introduced the 964 Turbo model in 1991 as the successor to the 930. Unfortunately, they hadn't had the necessary time to develop a turbocharged version of the 3.6 litre M64 engine, and choose to re-use the 3.3 litre engine from the 930, with several minor revisions that made the engine smoother, less prone to turbo-lag and more powerful, with a total output of 320 bhp (235 kW) @ 5750 rpm. 3,660 964 Turbos were built in total.

Porsche released the 964 Turbo 3.6, also sometimes referred to as the 964 Turbo II three years later in 1994, now featuring a turbocharged version of the 3.6 litre M64 engine and producing 360 bhp (265 kW) @ 5500 rpm, the 3.6 litre powered Turbo was produced only for the 1994 model year, with fewer than 2,000 of them produced in total, making it one of the rarest and most sought after Porsches produced since the 959.

In 1994, the Turbo S was also introduced. With a power of 385 hp, it was one of the fastest cars on the road. The Turbo S was available either with the traditional 964 Turbo 3.6 body, or with the exclusive Flatnose (Flachbau) aka Slantnose option. Option X83 (Japan), X84 (ROW) and X85 (USA), the Turbo S Flatnose, was available in the U.S.A. as a $60,179 USD option on top of the base price $99,000 USD Turbo 3.6. The "Flatnose" option was available when ordering the no charge '36S' option '1994 Turbo "S" Model'. In addition to the Flatnose fenders, it also included the 'X88' option or 'Turbo S' motor, the 'X92' Exclusive front spoiler, 'X93' Exclusive rear spoiler and 'X99' Exclusive rear fender vents. The flatnose option was designed around the model 968 front end for the ROW and USA versions and the 930 style Turbo S front end for Japan (right down to the sill covers on the fenders). 39 Models were made for US markets, 27 for the Rest of the world, and 10 for Japan all in Polar Silver.

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The Porsche 964, part 1

The Porsche 964, spoken simply as "nine-six-four" or "nine-sixty-four," is the company's internal name for the version of the Porsche 911 model sold between 1989 and 1993. It featured significant styling revisions over previous versions of the 911, most prominently the more integrated bumpers (fenders), although it was still obviously a 911. It was the first generation of Carrera to be offered with Porsche's Tiptronic automatic transmission (as an option) as well as the first generation to be offered with all wheel drive.

The first 964s available in 1989 were AWD equipped "Carrera 4" models, Porsche added the rear wheel drive Carrera 2 variant to the range in 1990. Both variants were available as a coupe, Targa or Cabriolet. The 964 Carrera was the last generation sold with the traditional "pop top" Targa roof. Later evolutions of the Targa, starting with the 993 generation, replaced that setup with a complex glass-roof "greenhouse" system. A new naturally-aspirated engine called the M64 was used for 964 models, which displaced 3.6 litres and produced 247 bhp (184 kW) @ 6100 rpm.

In 1992, Porsche produced a super-lightweight, rear-wheel-drive only version of the 964 dubbed Carrera RS for the European market. It was based on Porsche's 911 "Carrera Cup" race car and harkened back to the 2.7 and 3.0 RS and RSR models. It featured a revised version of the standard engine, titled M64/03 internally, with an increased power output of 260 bhp (191 kW) and lightweight flywheel coupled to the G50/10 transmission with closer ratios, asymmetrical Limited Slip Differential and steel syncromesh. A track-oriented suspension system with 40 mm lower ride height, stiffer springs, shocks and adjustable stabilizer bars without power steering. A stripped-out interior devoid of power windows or seats, rear seats, air conditioning, cruise control, sound deadening or a stereo system and new racing-bucket front seats were part of the package. The trunk hood was made of aluminum, the chassis was seam welded and sound deadening was deleted. Wheels were made of magnesium and the glass was thinner in the doors and rear window. The Carrera RS is approximately 345 pounds lighter than a USA Carrera 2 model. Also available were a heavier Touring variant (with sound deadening, power seats (if desired), undercarriage protection and power windows) and an N/GT racing variant with a stripped, blank metal interior and a roll cage.

A later ultra-low production version of the RS featuring the Turbo body and a 300 bhp 3.8 litre version of the M64 motor was sold briefly in Europe (Carrera RS 3.8).

The Carrera RS was not sold in the USA because Porsche Cars North America felt the car's aggressive tuning was not suited to the American market. In 1992, 45 USA legal cars that were very similar to the Carrera RS were imported to the USA for a proposed "Porsche Carrera Cup" racing series. This Carrera Cup series was to function as a support race for the USA's CART racing series just as European Carrera Cup supported Formula One racing at the time.

These 45 cars were identical to a Carrera RS other than having airbags (with required electric windows), alarm system, American lighting, American bumpers, aluminum wheels, and standard seats. The cars otherwise had the lightweight seam welded chassis, lightweight interior trim, aluminum hood, lightweight door glass, suspension, brakes, G50/10 transmission and M64/03 engine etc. of the Carrera RS. These cars were approximately 200 pounds lighter than a normal USA Carrera 2 model.

The plan was for Andial, the then equivalent of what is now Porsche Motorsport USA, to convert these cars to full racing specification, however, due to lack of sponsor support for the Carrera Cup series, it was canceled before it began. The 45 cars imported to the USA for this series were then sold, quietly without any advertising so as not to compete with the new RS America, through normal dealer channels. These cars were supplied with a dash plaque which indicated that they were the "Carrera Cup USA Edition".

In order to please devoted American 911 enthusiasts who wanted an RS model, Porsche produced the RS America. The RS America was based on the Carrera 2 and featured the M030 suspension, a partially stripped interior without sound deadening, power steering, power amenities, rear seats or a stereo and had cloth-covered sport seats. The RS America was approx. 160 pounds lighter than a stock Carrera 2 and shipped with the standard 247 hp North American engine.

The Porsche 930

The 930 (usually pronounced nine-thirty) was a sports car built by Porsche, 930 actually being the "type number" for the pre-964 generation 911 Turbo produced between 1975 and 1989. It was Porsche's top-of-the-range model for its entire production duration and at the time of its introduction the fastest production car available in Germany.

Porsche began experimenting with turbocharging technology on their race cars during the late 1960s, and in 1972 began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS. When the homologation rules changed, Porsche continued to develop the car anyway, deciding to make it a fully-equipped variant of the 911 that would top the model range and give Porsche a more direct competitor to vehicles from Ferrari and Lamborghini, which were more expensive and more exclusive than the standard 911. Although Porsche no longer needed the car to meet homologation requirements, it proved a viable platform for racing vehicles, and became the basis for the 934 and 935 race cars.

Ferdinand "Ferry" Porsche, who was running the company at the time, handed development of the vehicle over to Ernst Fuhrmann, who adapted the turbo-technology originally developed for the 917/30 CAN-AM car to the 3.0 litre flat-six from the Carrera RS 3.0, creating what Porsche internally dubbed as 930. Total output from the engine was 260 hp (DIN), much more than the standard Carrera. In order to ensure that the platform could make the most of the higher power output, a revised suspension, larger brakes and stronger gearbox became part of the package, although some consumers were unhappy with Porsche's use of a 4-speed gearbox whilst a 5-speed was available in the "lesser" Carrera. A "Whale-Tail" rear spoiler was installed to help vent more air to the engine and help create more downforce at the rear of the vehicle, and wider rear wheels with upgraded tires combined with flared wheelarches were added to increase the 911's width and grip, making it more stable.

Porsche badged the vehicle simply as "Turbo" (although early U.S. units were badged as "Turbo Carrera") and debuted it at the Paris auto show in October 1974 before putting it on sale in the spring of 1975; export to the United States began in 1976.

The 930 proved very fast but also very demanding. The 911 was prone to oversteer because of its rear engine layout and short wheelbase; combining those traits with the power of the turbocharged motor, which exhibited significant turbo-lag, made the problem more prevalent. Even though the rear engine layout provided superior traction, sudden bursts of power to the rear wheels in mid-corner could break the tires loose, causing the car to literally spin out of control. This effect was amplified if an unexperienced driver would instinctively lift the throttle in reaction. The vehicle needed to be kept at high revvs during spirited driving to minimise the turbo lag. Skilled drivers quickly learned how to drive the 930 properly, and with that knowledge came the ability to drive the car above and beyond the levels of most other sports cars. Nevertheless, some fatal accidents resulted in product liability law suits brought against Porsche in the U.S.

Porsche made its first and most significant upgrades to the 930 for 1978, enlarging the engine to 3.3 liters and adding an air-to-air intercooler. By cooling the pressurized air charge, the intercooler helped increase power output to 300 hp (DIN); the rear 'whale tail' spoiler was re-profiled and raised slightly to make room for the intercooler.

Changing emissions regulations in Japan and the U.S. forced Porsche to withdraw the 930 from those markets in 1980. Believing the 928 would eventually replace the 911, Fuhrmann cut-back spending on the model, and it was not until Fuhrmann's resignation the company finally committed the financing to re-regulate the car.

The 930 remained available in Europe, and for 1983 a 330 hp (DIN) performance option became available on a build-to-order basis from Porsche. With the add-on came a 4-pipe exhaust system and an additional oil-cooler requiring a remodelled front spoiler and units bearing the add-on often featured additional ventilation holes in the rear fenders and modified rockers.

Porsche offered a "Flachbau" ("slantnose") 930 under the "Sonderwunschprogramm" (special order) program beginning in 1981, an otherwise normal 930 with a 935-style slantnose instead of the normal 911 front end. Each Flachbau unit was handcrafted by remodeling the front fenders. So few were built that the slantnose units often commanded a high premium over sticker, adding to the fact that they required a premium of up to 60 per cent (highly indivdualized cars even more) over the standard price. Several sources claim the factory built 948 units. The Flachbau units delivered in Europe usually featured the 330 hp performance kit.

928 sales had risen slightly by the 1985 model year, but there was still some question as to if it were truly capable of superceeding the 911 as the company's premier model, and for 1986 Porsche re-introduced the 930 to the Japanese and U.S. markets, now featuring an emission-controlled engine producing 282 hp (DIN). At the same time Porsche introduced the Targa and Cabriolet variants, both of which proved popular.

Porsche discontinued the 930 after model year 1989 when its underlying "G-Series" platform was being replaced by the 964. '89 models were the first and only versions of the 930 to feature a 5-speed transmission. A turbo version of the 964 officially succeeded the 930 in 1991 with a modified version of the same 3.3 litre engine and a 5-speed transmission.